Battery switch testing system and method

ABSTRACT

One general aspect includes a battery switch testing method, the method implemented in a system including first and second batteries and a controller, the method including: (a) monitoring, via the controller, electrical properties of the first battery; (b) when the electrical properties of the first battery falls below a threshold value, via the controller, opening a switch of the first battery; (c) closing, via the controller, the first battery switch; (d) monitoring, via the controller, electrical properties of the second battery; (e) when the electrical properties of the second battery falls below a threshold value, via the controller, opening a switch of the second battery; and (f) closing, via the controller, the second battery switch.

In certain types of vehicles, for example, those of the autonomousvariety, such vehicles periodically perform safety function checks thatrequire a full open and close cycle of their battery switches (e.g.,contactors) so as to verify device functionality. This open-closed cyclealso ensures that power provided to the vehicle systems will be limitedas well as to help avoid aging of the battery's switch. However, manyvehicle systems require continuous power and when power stops during theopen-closed cycle, the systems can become damaged or otherwise loseimportant information. It is therefore desirable to provide a system andmethod that will allow for safety function checks of vehicle batteryswitches which will not cut off power to other vehicle systems.

SUMMARY

A system of one or more computers can be configured to performparticular operations or actions by virtue of having software, firmware,hardware, or a combination of them installed on the system that inoperation causes or cause the system to perform the actions. One or morecomputer programs can be configured to perform particular operations oractions by virtue of including instructions that, when executed by dataprocessing apparatus, cause the apparatus to perform the actions. Onegeneral aspect includes a battery switch testing method, the methodimplemented in a system including first and second batteries and acontroller, the method including: (a) monitoring, via the controller,electrical properties of the first battery; (b) when the electricalproperties of the first battery falls below a threshold value, via thecontroller, opening a switch of the first battery; (c) closing, via thecontroller, the first battery switch; (d) monitoring, via thecontroller, electrical properties of the second battery; (e) when theelectrical properties of the second battery falls below a thresholdvalue, via the controller, opening a switch of the second battery; and(f) closing, via the controller, the second battery switch. Otherembodiments of this aspect include corresponding computer systems,apparatus, and computer programs recorded on one or more computerstorage devices, each configured to perform the actions of the methods.

Implementations may include one or more of the following features. Themethod further including, between steps (b) and (c): (g) verifying, viathe controller, the first battery switch is open; and (h) verifying, viathe controller, electrical properties of the first battery having anopen first battery switch. The method further including, between steps(e) and (f): (i) verifying, via the controller, the second batteryswitch is open; and (j) verifying, via the controller, the electricalproperties of the second battery having an open second battery switch.The method where the system further including a memory and the methodfurther including (k) storing to the memory as test results, via thecontroller, the results from steps (g), (h), (i), and (j). The methodwhere the system is located in a vehicle. The method where the method isimplemented after the vehicle has entered a key-down cycle. The methodwhere the method is implemented before one or more load components ofthe vehicle enter a quiescent state. The method further including, afterstep (k): (l) determining, via the controller, whether the first batteryswitch and second battery switch can function properly during asubsequent vehicle ignition cycle based on the test results from step(k); and (m) limiting, via the controller, vehicle operations when it isdetermined that either the first battery switch or second battery switchcannot function properly during the subsequent vehicle ignition cycle.The method where the controller is a fail operational control module.Implementations of the described techniques may include hardware, amethod or process, or computer software on a computer-accessible medium.

One general aspect includes a battery switch testing method, the methodimplemented in a vehicle including first and second batteries, a memory,and a fail operational control module (FOCM), the method beingimplemented after the vehicle has entered a key-down cycle and beforeone or more load components of the vehicle enter a quiescent state, themethod including: (a) monitoring, via the FOCM, current discharge fromthe first battery; (b) when the current discharge from the first batteryfalls below a threshold value, via the FOCM, opening a switch of thefirst battery; (c) verifying, via the FOCM, the first battery switch isopen; (d) verifying, via the FOCM, the current discharge from the firstbattery having an open first battery switch; (e) closing, via the FOCM,the first battery switch; (f) monitoring, via the FOCM, currentdischarge from the second battery; (g) when the current discharge fromthe second battery falls below a threshold value, via the FOCM, openinga switch of the second battery; (h) verifying, via the FOCM, the secondbattery switch is open; (i) verifying, via the FOCM, the currentdischarge from the second battery having an open second battery switch;(j) closing, via the FOCM, the second battery switch; and (k) storing tothe memory as test results, via the FOCM, the results from steps (c),(d), (h), and (i). Other embodiments of this aspect includecorresponding computer systems, apparatus, and computer programsrecorded on one or more computer storage devices, each configured toperform the actions of the methods.

Implementations may include one or more of the following features. Themethod further including, after step (k) and before a subsequent vehicleignition cycle: (l) determining, via the FOCM, whether the first batteryswitch and second battery switch can function properly during thesubsequent vehicle ignition cycle based on the test results from step(k); and (m) limiting, via the FOCM, vehicle operations when it isdetermined that either the first battery switch or second battery switchcannot function properly during the subsequent vehicle ignition cycle.Implementations of the described techniques may include hardware, amethod or process, or computer software on a computer-accessible medium.

One general aspect includes a battery switch testing system including: amemory configured to include one or more executable instructions and acontroller configured to execute the executable instructions, where theexecutable instructions enable the controller to carry out multiplesteps in the following order: (a) monitor current discharge from a firstbattery; (b) when the current discharge from the first battery fallsbelow a threshold value, open a switch of the first battery; (c) closethe first battery switch, (d) monitor current discharge from a secondbattery; (e) when the current discharge from the second battery fallsbelow a threshold value, open a switch of the second battery; and (f)close the second battery switch. Other embodiments of this aspectinclude corresponding computer systems, apparatus, and computer programsrecorded on one or more computer storage devices, each configured toperform the actions of the methods.

Implementations may include one or more of the following features. Thesystem where the executable instructions further enable the controllerto carry out the following steps, between steps (b) and (c): (g) verifythe first battery switch is open; and (h) verify the current dischargefrom the first battery having an open first battery switch. The systemwhere the executable instructions further enable the controller to carryout the following steps, between steps (e) and (f): (i) verify thesecond battery switch is open; and (j) verify the current discharge fromthe second battery having an open second battery switch. The systemwhere the executable instructions further enable the controller to carryout the following step (k) store to the memory, as test results, theresults from steps (g), (h), (i), and (j). The system where the systemis located in a vehicle. The system where the controller carries out thesteps after the vehicle has entered a key-down cycle. The system wherethe controller carries out the steps before one or more load componentsof the vehicle enter a quiescent state. The system where the executableinstructions further enable the controller to carry out the followingsteps, after step (k) and before a subsequent vehicle ignition cycle:(l) determine whether the first battery switch and second battery switchcan function properly during the subsequent vehicle ignition cycle basedon the test results of step (k); and (m) limit vehicle operations whenit is determined that either the first battery switch or second batteryswitch cannot function properly during the subsequent vehicle ignitioncycle. The system where the controller is a fail operational controlmodule. Implementations of the described techniques may includehardware, a method or process, or computer software on acomputer-accessible medium.

The above features and advantages and other features and advantages ofthe present teachings are readily apparent from the following detaileddescription for carrying out the teachings when taken in connection withthe accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosed examples will hereinafter be described in conjunction withthe following drawing figures, wherein like numerals denote likeelements, and wherein:

FIG. 1 is a functional block diagram of an exemplary battery contactortesting system being implemented in a vehicle, in accordance withexemplary embodiments;

FIG. 2 is a flow chart for an exemplary methodology for batterycontactor testing;

FIG. 3 is a function block diagram of the exemplary battery contactortesting system of FIG. 1 according to an exemplary aspect;

FIG. 4 is a function block diagram of the exemplary battery contactortesting system of FIG. 1 according to another exemplary aspect;

FIG. 5 is a function block diagram of the exemplary battery contactortesting system of FIG. 1 according to another exemplary aspect; and

FIG. 6 is a function block diagram of the exemplary battery contactortesting system of FIG. 1 according to another exemplary aspect.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. It is to beunderstood, however, that the disclosed embodiments are merely examplesand other embodiments can take various and alternative forms. Thefigures are not necessarily to scale; some features could be exaggeratedor minimized to show details of particular components. Therefore,specific structural and functional details disclosed herein are not tobe interpreted as limiting, but merely as a representative basis forteaching one skilled in the art to variously employ the present systemand/or method. As those of ordinary skill in the art will understand,various features illustrated and described with reference to any one ofthe figures can be combined with features illustrated in one or moreother figures to produce embodiments that are not explicitly illustratedor described. The combinations of features illustrated providerepresentative embodiments for typical applications. Variouscombinations and modifications of the features consistent with theteachings of this disclosure, however, could be desired for particularapplications or implementations.

FIG. 1 illustrates a vehicle 100 having a battery contactor testingsystem 102 for the low-impact testing of battery contact devices onvehicles 100 having a controller 101, memory 103, at least two installedbatteries, a first battery 104 and a second battery 106, and all ofwhich being connected via one or more power distribution wires 105 aswell as a serial bus 109 (e.g., a LIN or CAN network). Moreover, invarious embodiments, the vehicle 100 includes a body 108 and a drivesystem compartment 110 disposed within the body 108 as well as one ormore wheels 112 and a drive system 114. In various embodiments, thevehicle 100 includes an automobile. The vehicle 100 may be any one of anumber of distinct types of automobiles, such as, for example, a sedan,a wagon, a truck, or a sport utility vehicle (SUV), and may be two-wheeldrive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheeldrive (4WD) or all-wheel drive (AWD), and/or various other types ofvehicles in certain embodiments. In certain embodiments, the batterycontactor testing system 102 may be implemented in connection with oneor more diverse types of vehicles, and/or in connection with one or morediverse types of systems and/or devices, such as computers, boats,aircraft, spacecraft, or motorcycles. In certain embodiments, thebattery contactor testing system 102 may be implemented in connectionwith one or more diverse types of vehicle architectures such as thoseassociated with autonomous vehicles or comprehensive safety adaptivevehicles (CSAV).

In various embodiment, the central host controller 101 essentiallycontrols the overall operation and function of battery contactor testingsystem 102. Upon reading and executing one or more executableinstructions, controller 101 may control, send, and/or receiveinformation from one or more of memory 103, first battery 104, andsecond battery 106 and may receive this information via the bus 109.Controller 101 may be part of a Fail Operational Control Module (FOCM)and which includes one of, but is not limited to, a processor, amicroprocessor, a central processing unit (CPU), Application SpecificIntegrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs),state machines, and a combination of hardware, software and firmwarecomponents.

Memory 103 is configured for recording information, storing information,and retrieving information used by system 102. Memory 103 may includeone or more modules of executable instructions configured to be read andexecuted by controller 101, so as to perform the functions of system102. Memory 103 may also be controlled by controller 101 to record,store, and retrieve perception information that may include one or morevarious types of information such as, but not limited test resultsinformation resulting from the execution of the battery contactortesting system 102, information on an environment of the vehicle,information of a particular environment in which vehicle is located,information on a vehicle, information on passengers of a vehicle,information on a travel route, timestamp information, etc.

The first battery 104 and second battery 106 may provide stored electricpower 115 to one or more of the controller 101, memory 103, drive system114, and numerous load components 116(a)-116(n) by way of the powerdistribution lines 105. The first and second batteries 104, 106 may beof the 12-volt variety and include some kind of lithium-ioncompositions, lead-acid batteries, NiCd compositions, nickel-metalhydride compositions, Li-ion polymer compositions, zinc-aircompositions, and molten-salt compositions or the first and secondbatteries 104, 106 may also be capacitors or solar energy cells.Moreover, the load components 116(a)-116(n) may include vehicleelectronics such as, for example, a vehicle telematics unit, GPS module,one or more vehicle system modules such as, for example, an electronicscontrol module (ECM), body control module (BCM), engine control module,or passive entry passive start module (PEPS), an audio system,microphone, vehicle entertainment system, HVAC fans or blower motors, orvehicle headlamps. In addition, each of the first and second batteries104, 106 includes an internally integrated switch embodied as acontactor, a first battery contactor 118 and second battery contactor120, respectively, that is

additionally connected to controller 101 via bus 109. The first batterycontactor 118 and second battery contactor 120 are electromechanicalsafety switches that can be controlled by controller 101 andincorporated into their respective first and second batteries 104, 106.For instance, whenever the first and second battery contactor 118, 120are caused to be in an open state, electrical current from therespective battery 104, 106 will be cut off and thus not delivered to atleast the load components 116(a)-116(n) (i.e., to prevent or cut shortany vehicle hazards). In certain embodiments, solid-state switches(e.g., Power Field Effect Transistors (FETS)) can be used withineither/both the first and second batteries 104, 106 instead of the firstbattery contactor 118 and/or second battery contactor 120.

In various embodiments, the drive system 114 is mounted on a chassis(not depicted in FIG. 1), and drives the wheels 112. In variousembodiments, the drive system 114 includes a propulsion system. Incertain exemplary embodiments, the drive system 114 includes an internalcombustion engine and/or an electric motor/generator, coupled with atransmission thereof. In certain embodiments, the drive system 114 mayvary, and/or two or more drive systems 114 may be used. By way ofexample, the vehicle 100 may also incorporate any one of, or combinationof, a number of distinct types of propulsion systems, such as, forexample, a gasoline or diesel fueled combustion engine, a “flex fuelvehicle” (FFV) engine (i.e., using a mixture of gasoline and alcohol), agaseous compound (e.g., hydrogen and/or natural gas) fueled engine, acombustion/electric motor hybrid engine, and an electric motor.

METHOD

Now turning to FIG. 2, there is shown an embodiment of a method 200 totest both the first battery contactor 118 and second battery contactor120 with low impact on system 102. One or more aspects of transmissionmethod 200 may be completed through controller 101 executinginstructions stored in memory 103. In addition, method 200 can beimplemented after vehicle 100 has entered a key-down cycle and beforeone or more vehicle load components 116(a)-116(n) enter a quiescentstate. The vehicle key-down cycle occurs, for example, when vehicle 100transitions from a running state to an OFF state (i.e., when the vehiclehas been turned off). In a typical key-down cycle, drive system 114 willturn off and vehicle 100 can enter into a Retained Accessory Power (RAP)mode (which can last, for example, until the driver-side door is openedor for some time duration such as, for example, ten (10) minutes). Inaddition, during the key-down cycle, communications across serial

bus 109 will end and the load components 116(a)-116(n) will beginshutting down and can enter into a quiescent state. Moreover, when theload components 116(a)-116(n) enter this quiescent state they areconsidered to be in a deep sleep. As follows, typical load components116(a)-116(n) will consume one hundred (100) micro amps or less while ina quiescent state and, in various embodiments, the combined consumptionof the load components 116(a)-116(n) should be between 10 milliamps to20 milliamps (mA). It should be understood that the key-down cycle issimply the orderly process of the load components 116(a)-116(n) goingfrom an active state while the vehicle is operational to a quiescentstate after the vehicle has been turned to the OFF state (and which cantake a different amount of time for each load component).

In various embodiments, method 200 begins at 201 when vehicle 100 hasentered a key-down cycle. For example, when a vehicle operator (notshown) has pressed the vehicle on/off button or turned the physical keyto the off position, the vehicle 100 will broadcast the OFF state viaserial data 109 for the load components 116(a)-116(n) to enter theirpower down sequence. Moreover, once after properly entering the key-downcycle, due to entering their power down sequences, the load components116(a)-116(n) are still considered at least partially awake (forexample—they may require to wake up for periods of time) and thereforeconsuming power from both the first and second batteries 104, 106 (ascan be represented by FIG. 1—wherein electric power arrows 115 from bothbatteries 104, 106 are shown as entering the load components116(a)-116(n)).

In step 210, while in the key-down cycle, current discharge from thefirst battery 104 is monitored. Moreover, in this embodiment, thiscurrent can be monitored by controller 101 (e.g., an FOCM) implementinga current sensor that is installed internally in the battery. However,in various embodiments, the current can also be monitored by a Halleffect current sensor (e.g., being attached to the cable of the firstbattery 104). The current ranges that may be monitored may also be, forexample, between −2100 amps to +2100 amps. In various embodiments, thevoltage across the first battery contactor 118 can be monitored insteadof or in addition to monitoring the current discharge.

In step 215, with additional reference to FIG. 3, as the load components116(a)-116(n) consume less power or less load components 116(a)-116(n)consume power (e.g., all systems power down but the internalcommunications network), the current required to be discharged from thefirst battery 104 will begin to fall (and so to will the voltage acrossthe first battery contactor 118). For example, over time, the currentdischarge from the first battery 104 may drop to around five (5) ampsfrom 210 amps. Moreover, when controller 101 sees that the currentdischarge from this first battery 104 (or voltage across the contactor)has fallen below a threshold value, for example, ten (10) amps,controller 101 will command the first battery contactor 118 to open andcreate an open circuit such that no current should flow out of the firstbattery 104. Skilled artists will see this concept being represented inFIG. 3 wherein electric power arrows 115 are only leaving the secondbattery 106 so as to enter the load components 116(a)-116(n) therefrom).It should be understood that the threshold value of the current is lowenough to help reduce wear on the contactor when being opened and thatthe threshold value for the current can be higher than 10 amps, forexample, around 25 amps, with certain technologies (e.g., FET basedcontactors). It should also be understood that the threshold currentvalue is set to a low enough current value so as to avoid damaging thefirst battery contact 118 upon being opened. It should be furtherunderstood that the load components 116(a)-116(n) will receiveuninterrupted power since they are alternately being fed current fromthe second battery 106.

In step 220, controller 101 will verify that the first battery contactor118 is, in fact, open. The controller 101 may verify this through one ormore sensors installed on the first battery contactor 118 or throughsoftware stored on memory 103. In step 225, controller 101 will verifythat the current discharge from the first battery 104, having the openedfirst battery contactor 118, makes sense (i.e., the controller willrationalize this current discharge). For instance, the controller 101may have monitored the current discharge being at five (5) amps when thefirst battery contactor 118 was closed and that the current dischargedropped to zero (0) amps (+/− some error) after the first batterycontactor 118 was opened. As a result, controller 101 will make surethat the current discharge remains at zero (0) amps and has not returnedor will not return to five (5) amps (or some other non-trivial value).Skilled artisans will, for instance, see that one way of conducting thisrationalization can be performed by adding redundant A/D converters onthe first battery sensor(s) and verifying the outputs of theseconverters agree.

In step 230, with additional reference to FIG. 4, controller 101 willclose the first battery contactor 118 and allow the first battery 104 toreturn to a normal state (i.e., such that current begins again todischarge/flow from the corresponding battery). This concept isrepresented in FIG. 4 wherein electric power arrows 115 from bothbatteries 104, 106 are shown as entering the load components116(a)-116(n)). While current is discharging/flowing from both the firstand second batteries, 104, 106, in step 235, controller 101 will beginto monitor the current being discharged from the second battery 106(e.g., a current flow between −2100 amps to +2100 amps) by a currentsensor that is installed internally in the battery (or a Hall sensor invarious embodiments). In various embodiments, the voltage across thesecond battery contactor 120 can be monitored instead of or in additionto monitoring the current discharge.

In step 240, with additional reference to FIG. 5, as the current beingdischarged from the second battery 106 falls below a threshold value(and so to will the voltage across the corresponding contactor 120), forexample, 10 amps, controller 101 will command open the second batterycontactor 120 so that no current should be discharged. Skilled artistswill see this concept being represented in FIG. 5 wherein electric powerarrows 115 are only leaving the first battery 104 so as to enter theload components 116(a)-116(n)). It should be understood that thethreshold current value should be set to low enough to avoid damagingthe second battery contact 120 when opened. It should also be understoodthat the load components 116(a)-116(n) will still receive uninterruptedpower (i.e., from the first battery 106).

In step 245, controller 101 will verify that the second batterycontactor 120 is, in fact, open, in a similar manner as the firstbattery contactor 118. In step 250, controller 101 will verify that thecurrent discharge from the second battery 106, with the opened secondbattery contactor 120, makes sense (i.e., controller 101 will make surethat the current discharge remains at zero (0) amps and has not returnedto some other non-trivial current), which can also be via redundant A/Dconnectors

In step 255, with additional reference to FIG. 6, controller 101 willclose the second battery contactor 120 and allow the second battery 106to return to a normal state. This concept is represented in FIG. 6wherein electric power arrows 115 leaving from both batteries 104, 106are shown as entering the load components 116(a)-116(n). In step 260,controller 101 will store in memory 103 those verification resultsestablished in steps 220, 225, 245, and 250 as test results. In essence,these test results are those results from when controller 101 verifiedwhether the contactors 118, 120 were open and from when controller 101verified whether there was zero (0) current being discharged from thebatteries 104, 106 after their contactors 118, 120 were opened.Moreover, these test results may be configured to help controller 101to, at a later time, determine if either battery contactor 118, 120 hasthe ability to operate as intended during a subsequent vehicle ignitioncycle.

Controller 101 may also set/store any diagnostics for failed tests(i.e., when the contactor does not open and/or current remains todischarge while the contactor is open for some reason) so that theinformation is not lost for the subsequent ignition cycle/vehicle usage.Moreover, a failed test result can limit the usage of vehicle 100 untilthe failure is corrected or one or both batteries 104, 106 are replaced,in order to prevent a safety hazard. It should be understood that, incertain embodiments, these test results may be stored in memory 103directly after the completion of steps 220 and 225 as well as directlyafter the completion of steps 245 and 250 or after the completion ofboth sets of steps.

At this point, method 200 may move to completion 202, in which, incertain embodiments, the load components 116(a)-116(n)) enter thequiescent state. Otherwise, method 200 may move to optional steps 265and 270. In certain embodiments, these optional steps 265 and 270 mayoccur before the load components 116(a)-116(n)) enter the quiescentstate or, in certain embodiment, they may occur after the loadcomponents 116(a)-116(n)) enter the quiescent state.

In optional step 265, controller 101 will review and analyze the storedtest results to determine whether the first battery contactor 118 andsecond battery contactor 120 can function properly during the subsequentvehicle ignition cycle. If both contactors 118, 120 can functionproperly (i.e., the test results verified both contactors openedproperly and the current discharge has made sense), then method 200 willmove to completion 202. However, if the stored test results show one orboth of the first battery contactor 118 and second battery contactor 120have failed (i.e., failed results), method 200 will move to step 270.

In step 270, controller 101 will limit the vehicle operations in anysubsequent ignition cycles. For example, controller 101 may allow one ormore of the load components 116(a)-116(n) to operate but will not turnon the drive system 114. Controller 101 may also restrict the drivesystem 114 from turning back on until one or both batteries 104, 106have been replaced or one or both contactors 118, 120 have been fixed.After step 270, method 200 will move to completion 202.

The processes, methods, or algorithms disclosed herein can bedeliverable to/implemented by a processing device, controller, orcomputer, which can include any existing programmable electronic controlunit or dedicated electronic control unit. Similarly, the processes,methods, or algorithms can be stored as data and instructions executableby a controller or computer in many forms including, but not limited to,information permanently stored on non-writable storage media such as ROMdevices and information alterably stored on writeable storage media suchas floppy disks, magnetic tapes, CDs, RAM devices, and other magneticand optical media. The processes, methods, or algorithms can also beimplemented in a software executable object. Alternatively, theprocesses, methods, or algorithms can be embodied in whole or in partusing suitable hardware components, such as Application SpecificIntegrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs),state machines, controllers or other hardware components or devices, ora combination of hardware, software and firmware components.

While exemplary embodiments are described above, it is not intended thatthese embodiments describe all possible forms encompassed by the claims.The words used in the specification are words of description rather thanlimitation, and it is understood that various changes can be madewithout departing from the spirit and scope of the disclosure. Aspreviously described, the features of various embodiments can becombined to form further embodiments of the system and/or method thatmay not be explicitly described or illustrated. While variousembodiments could have been described as providing advantages or beingpreferred over other embodiments or prior art implementations withrespect to one or more desired characteristics, those of ordinary skillin the art recognize that one or more features or characteristics can becompromised to achieve desired overall system attributes, which dependon the specific application and implementation. These attributes caninclude, but are not limited to cost, strength, durability, life cyclecost, marketability, appearance, packaging, size, serviceability,weight, manufacturability, ease of assembly, etc. As such, embodimentsdescribed as less desirable than other embodiments or prior artimplementations with respect to one or more characteristics are notoutside the scope of the disclosure and can be desirable for particularapplications.

Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,”“lower,” “above,” “upper,” and the like, may be used herein for ease ofdescription to describe one element or feature's relationship to anotherelement(s) or feature(s) as illustrated in the figures. Spatiallyrelative terms may be intended to encompass different orientations ofthe device in use or operation in addition to the orientation depictedin the figures. For example, if the device in the figures is turnedover, elements described as “below” or “beneath” other elements orfeatures would then be oriented “above” the other elements or features.Thus, the example term “below” can encompass both an orientation ofabove and below. The device may be otherwise oriented (rotated 90degrees or at other orientations) and the spatially relative descriptorsused herein interpreted accordingly.

None of the elements recited in the claims are intended to be ameans-plus-function element within the meaning of 35 U.S.C. § 112(f)unless an element is expressly recited using the phrase “means for,” orin the case of a method claim using the phrases “operation for” or “stepfor” in the claim.

What is claimed is:
 1. A battery switch testing method, the methodimplemented in a system comprising first and second batteries and acontroller, the method comprising: (a) monitoring, via the controller,electrical properties of the first battery; (b) when the electricalproperties of the first battery fall below a threshold value, via thecontroller, opening a switch of the first battery; (c) closing, via thecontroller, the first battery switch; (d) monitoring, via thecontroller, electrical properties of the second battery; (e) when theelectrical properties of the second battery fall below a thresholdvalue, via the controller, opening a switch of the second battery; and(f) closing, via the controller, the second battery switch.
 2. Themethod of claim 1, further comprising, between steps (b) and (c): (g)verifying, via the controller, the first battery switch is open; and (h)verifying, via the controller, the electrical properties of the firstbattery having an open first battery switch.
 3. The method of claim 2,further comprising, between steps (e) and (f): (i) verifying, via thecontroller, the second battery switch is open; and (j) verifying, viathe controller, the electrical properties of the second battery havingan open second battery switch.
 4. The method of claim 3, wherein thesystem further comprising a memory and the method further comprising (k)storing to the memory as test results, via the controller, the resultsfrom steps (g), (h), (i), and (j).
 5. The method of claim 4, wherein thesystem is located in a vehicle.
 6. The method of claim 5, wherein themethod is implemented after the vehicle has entered a key-down cycle. 7.The method of claim 6, wherein the method is implemented before one ormore load components of the vehicle enter a quiescent state.
 8. Themethod of claim 7 further comprising, after step (k): (l) determining,via the controller, whether the first battery switch and second batteryswitch can function properly during a subsequent vehicle ignition cyclebased on the test results from step (k); and (m) limiting, via thecontroller, vehicle operations when it is determined that either thefirst battery switch or second battery switch cannot function properlyduring the subsequent vehicle ignition cycle.
 9. The method of claim 1,wherein the controller is a Fail Operational Control Module.
 10. Abattery switch testing method, the method implemented in a vehiclecomprising first and second batteries, a memory, and a Fail OperationalControl Module (FOCM), the method being implemented after the vehiclehas entered a key-down cycle and before one or more load components ofthe vehicle enter a quiescent state, the method comprising: (a)monitoring, via the FOCM, current discharge from the first battery; (b)when the current discharge from the first battery falls below athreshold value, via the FOCM, opening a switch of the first battery;(c) verifying, via the FOCM, the first battery switch is open; (d)verifying, via the FOCM, the current discharge from the first batteryhaving an open first battery switch; (e) closing, via the FOCM, thefirst battery switch; (f) monitoring, via the FOCM, current dischargefrom the second battery; (g) when the current discharge from the secondbattery falls below a threshold value, via the FOCM, opening a switch ofthe second battery; (h) verifying, via the FOCM, the second batteryswitch is open; (i) verifying, via the FOCM, the current discharge fromthe second battery having an open second battery switch; (j) closing,via the FOCM, the second battery switch; and (k) storing to the memoryas test results, via the FOCM, the results from steps (c), (d), (h), and(i).
 11. The method of claim 10, further comprising, after step (k) andbefore a subsequent vehicle ignition cycle: (l) determining, via theFOCM, whether the first battery switch and second battery switch canfunction properly during the subsequent vehicle ignition cycle based onthe test results from step (k); and (m) limiting, via the FOCM, vehicleoperations when it is determined that either the first battery switch orsecond battery switch cannot function properly during the subsequentvehicle ignition cycle.
 12. A battery switch testing system comprising:a memory configured to comprise one or more executable instructions anda controller configured to execute the executable instructions, whereinthe executable instructions enable the controller to carry out multiplesteps in the following order: (a) monitor current discharge from a firstbattery; (b) when the current discharge from the first battery fallsbelow a threshold value, open a switch of the first battery; (c) closethe first battery switch; (d) monitor current discharge from a secondbattery; (e) when the current discharge from the second battery fallsbelow a threshold value, open a switch of the second battery; and (f)close the second battery switch.
 13. The system of claim 12, wherein theexecutable instructions further enable the controller to carry out thefollowing steps, between steps (b) and (c): (g) verify the first batteryswitch is open; and (h) verify the current discharge from the firstbattery having an open first battery switch.
 14. The system of claim 13,wherein the executable instructions further enable the controller tocarry out the following steps, between steps (e) and (f): (i) verify thesecond battery switch is open; and (j) verify the current discharge fromthe second battery having an open second battery switch.
 15. The systemof claim 14, wherein the executable instructions further enable thecontroller to carry out the following step (k) store to the memory, astest results, the results from steps (g), (h), (i), and (j).
 16. Thesystem of claim 15, wherein the system is located in a vehicle.
 17. Thesystem of claim 16, wherein the controller carries out the steps afterthe vehicle has entered a key-down cycle.
 18. The system of claim 17,wherein the controller carries out the steps before one or more loadcomponents of the vehicle enter a quiescent state.
 19. The system ofclaim 18, wherein the executable instructions further enable thecontroller to carry out the following steps, after step (k) and before asubsequent vehicle ignition cycle: (l) determine whether the firstbattery switch and second battery switch can function properly duringthe subsequent vehicle ignition cycle based on the test results of step(k); and (m) limit vehicle operations when it is determined that eitherthe first battery switch or second battery switch cannot functionproperly during the subsequent vehicle ignition cycle.
 20. The system ofclaim 12, wherein the controller is a Fail Operational Control Module.